peters



Patented Aug. 4, 1868.

I 2 Sheets-Sheet 2. J. s. WOOD.

Car Brake ai ad Starter.

No. 80,695. Patented Aug. ,4, 1863,

M i /g g? guinea grates jgatritt @ffirrQ Letters Patent No. 80,695, dated August 4,1868.

IMPROVED GAR-BRAKE AND STARTER.

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'TO ALL WHOM IT MAY CONCERN:

Be it Ikno,wn'that I, JOHN S. W001), of Lansing, in the county of Ingham, and State of Michigan, have invented a newand useful Improvement in Devices for Retaining Power; and I do hereby declare that .the following is a full, clear, and exact description of the same, reference heing had to the annexed drawings, making part of this specification, in whieh-- Figurol is a perspective view of the truck of a street-railway car, on which the application of my improvement-is illustrated.

Figure 2 is a plan of the axle and retaining-mechanism.

Figure 3 is a perspective view, showing one end of the cylinder.

Figure 4 is a similar view, showing theother end.

Figure 5 is a vertical transverse section of the spring.

Figure 6 is a side elevation of the operating-lever, and

Figure 7a similar elevation, showing the detaching-device.

The same letters are employed in all the figures in the designation of thesame parts.

This invention consists in the arrangement of a device for accumulating the power expended by machinery in stopping when in motion, and retaining it and making it available in overcoming the 212's inertiw in. starting.

I have illustrated the principle of my device in its application to the axle of a street-railway car, but it isfequally available in any case of shafting for driving any kind of machinery.

A is the axle of the car, or may he understood to represent any other shaft-driving machinery.

B is a metallic cylindrical case, .open at one and, and attached by radial arms, 13 at the other end, to a hub, Bfiihrough which the axle passes. The axle may revolve freely within the hub, The latter is notched at theend to receive the corresponding teeth of the clutch E, which-slides longitudinally upon a. sleeve attached to the axle, and-having longitudinal ribs fitting into grooves on the inner clutch, which-permits the longitudinal motion of the clutch, but prevents its turning on the axle. i

The open'end of the cylinder is closed by a wheel, D, with radial arins carrying friction-wheels D. The

.hub of this wheel is also serrated on the edge to receive the teeth of the clutch E. Within the cylinder are spiral springs, 0, attached in duplicate sets to the sleeve of the whcel D, and externally to the cylindrical case.

The edges of the radial arms are formed to receive a'tooth on the flanges G, which are hinged to the frame of the car-body, and are adtu atcih in engaging or disengaging the arms, by the same combination of levers that actuate the clutches, the levers being so arranged, as shown in fig. 6, that the same movement that engages the clutch with the'tc'eth onthe huh, disengages the tooth which holds the radial arms, or vice versa.

This operating-mechanism is connected by a system of rods and levers with the levers H H.

The clutche'sEand F have flanges, E and F, which are fittc'd into grooves in the flanges I I, which are also attached to the frame of the car, and allowthc flanges on the clutches to play up and down in the grooves with thcjolting of the car. V i

V The levers H H are connected with the two flanges. I andG, so that, as already explained, when. one acts -on the clutch to disengage it, the tooth on the other is detached from the radial arms, or vice versa;

1 The operation of the mechanism is as follows: p Suppose the car to be moving forward, the levers being so arranged that thc mechanism is not in action. when it is desired to stop the car, the right-hand lever H is thrown to the right. This will cause the clutch F to engage thetoeth on the hub-of thewheel D, and cause it to revolve with the axle, thereby causing thespiral spring to wind from the centre around the sleeve, and thus gradually stop the car by ofi'ering a constantlyincrensing resistance to the revolution of the wheel.

As soon as the ear is stopped, the right-hand .lever should be shifted 'to the left. This will engage the-flanges G in the radial arms again, and allow the shaft to turn within the cylinder.

When it is desired to starthgain, throw the left-hand lever to the left, an'das this disengages the catch on thearms B and engages the clutch E, the cylinder will be revolved by the spring driving the wheel forward withthe same power that was'expended in stoppingit. At theend of theiroute, the m being driven in the opposite direction, the levers on the-other end are to be operated'in'like manner, and the same effect will be produced, only that in this case the spring will be woujnd up by the revolution of the cylinder from the outside.

What I clai'in'as my invention, and desireto secure by Letters Patent, is .1. The combination of the cylinder B, wheel D, and clutches, Ennd F, and flanges G, when constructed and arranged substantially as described.

'as set forth.

2. Thecombination of'the levers H, flanges G, and clutehes E and F, when so arrenged that as the flanges are disengaged from the arm, th'e oluteh on the same side will be engaged with the teeth on the hub, substantially 3. The combination of the cylinder 13 end wheelD with the flanges G, when, respectively, so constructed that a. projection from the flnn'ges may be made to engage the arms 'B or D, and prevent the revolution of the wheel or cylinder, substantiallyas and for the purpose set forth.

i JOHN S. WOOD.

Witnesses:

E. B. WOOD,- FRANK GODFREY. 

